Improvement in propulsion of canal-boats



2S'neets--Sheetl `H. H. BAKER. Improvement in vPropulsion of (anaho'as. 131,839- Patented 0ct..1,1872.

'2 Sheets-Sheet 2.

H1. HLBAKER. Y Improvement `in Propulsion of Canal-Boats. No. 131,839.

Patented 0ot.1,18721 zesses.- 'l

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PATENT rrron.

HA-LSEY H. BAKER, OF NET/lfT MARKET, NEW JERSEY.

IMPROVEMENT IN PROPULSIQN OF CANAL-BOATS.

Specification forming part of Letters Patent No. 131,839, dated October l, 1872.

To atl whom it may concern:

Beit known that I, HALsEY H. BAKER, of

New Market, in the county of Middlesex and State of N eWVJersey, have invented an Imj provement in Steam-Propulsion on Canals, of

`tion or propelling devicesv arranged to gear with a rail or rack toothed on its under side and connected with the shore', and the invention generally consists in a combination of an arm carried by the boat, and through which `the power is transmitted, a truck on the' outer end of the arm for effecting the propulsion; a rack and rail combined, disposed along the tow-path 5 and a tow-line or connection between the outer end ofthe arm andthe rear portion of the boat, whereby the propulsion is indirectl ly eifected through the tow-line in a very advantageous manner and every facility afforded for giving the requisite sheer to the boat to prevent lateral strain on the rail; also, whereby a helm to the boat may be dispensed with. The invention also consists in numerous peculiarities of construction connected with the draft-arm and devices for communicating' power through it to the truck, whereby every provision is made for adjusting the traction to different loads or drafts; vfor riding over irregularities in the rail or deviations in the rails level; for varying the sheer of the boat, and for shutting up or drawing in the arm; as also for extending and variously operating it and theltruck to meet different emergenciesor rei quirements.

`In the accompanying drawing, which forms part of this specification, Figure l represents a plan of a boat upon a reduced scale to the rest of the devices, with my invention applied thereto for operation in relationwith the towpath or bank of a canal 5 Fig. 2 is a side view of the draft-arm, through which the power is communicated, and attached truck, in connection with a combined rack and rail arranged along or near the bank of the canal in proxim. ity to the tow-path; Fig.`3 is a longitudinal vertical section of said arm Fig. 4, a broken outside face view of the front of the truck, showing a toggle motion applied tothe latter;

Fig. 5, a longitudinal section of the truck applied to a combined rack and rail ot peculiar construction 5 Figs. 7, and 8 are plans of modified constructions of the rail; and Figs. 9, l0, and 11 are transverse sections of the same.

Similar' letters of reference indicate corresponding parts throughout the several figures of the drawing. 4

A is the boat to be propelled, and which may either be alone or be the leader of a train of -boats. B is a jointed arm, through which the power is communicated from an engine on board the boat to a truck, C, at they outer end of the arm for the purposeof effecting propulsion through the clip and gear of the truck on or with a line of rail, D, arranged along and over the canal in proximity to the tow-path E, the draft or propulsion being communicated to the boat through gearing and shaftin g carried by said truck from or near the forward end of the boat, in conjunction with a tow-line, F, connecting the truck or outward end ofthe jointed arm with theafter part of the boat. The rail D is arranged and supported as follows: G G are a number of posts or supports let into the tow-path E at any suitable distance apart, and so as to project obliquely upward in a cross relation with the canal and over the `Water therein for a distance from the tow-path not exceeding the shelving side of the canal. These posts are notched at their exposed ends so as to receive and hold longitudinal timbers H, which may be rough logs, smoothed only on their inner sides for the purpose ofcarrying the -rrail that is bolted to said sides,an d thereby m ade vtdplpsent both upper and lower surfaces for the truckirto travel over, and for the pinion c to gear witlivoThe propulsion of the truck on and along the railmis effected by toothed gear, and the rail may be variously constructed. Thus, it may be constructed, as shown in Figs. l, 2, 3, and 5, of a double or reverse V-form in its transverse section, with teeth b constituting a rack along or across the lower edge ofthe under V .for a pinion, c, carried by the truck and set in motion by the engine to gear with, while two grooved wheels or rollers, d d, also connected with the truck, bear down or hold on the upper V ofthe rail. This construction combines rolling friction or hold on the rail with a toothed or positive gear for effecting the rail, while the inverted V-form of the rail on top sheds any water or matter deposited thereon. Openings c may be made through the rail for water collecting by rain or otherwise on its inner side to run off, and thereby prevent the formation of ice to interfere with the actioii of the truck on the rail, or the rail may be constructed substantially as drst described, but with its upper and under sides or faces of a rounded instead of a V-forin, as shown in Figs. 8 and ll. The arm B, which is arranged in the forward portion ofthe boat, is of a swinging-crane construction, being free to revolve about a vertical drivingshaft, f, which is set in motion by the engine through a gear-wheel, g, or otherwise, whereby said arm may be swung outward to bring the truck C in running connection with the' rail, or be adjusted within and over the boat to facilitate the passage of the latter through locks, or be swung to project from the opposite side of the boat to connect with a rail on the other side of the canal. This swinging adjustment of the arm B is effected by a pinion', li, arranged to gear with a wheel, t', fast to a sleeve, k, which surrounds the drivin g-shaft f. Such adjustment may be effected automatically by a belt and pulley, l, on the shaft of the pinion It, as will be hereinafter described. sh aft j" proj ects above the sleeve k and through a box, m, connected with a frame, I, that has mounted on or connected with it an upright, a, an outwardly-projecting tubular arm, o, and a forward upright, p. The driving shaft f is divided transversely above the sleeve 7c, and the junction of the two divided portions established by a universal joint, q. rlhe frame I is pivoted to the sleeve k on opposite sides of it by trunnions r arranged in line with the universal joint q, and is made capable of being rocked on said trunnions by a toothed sector, s, through a pinion, t, upon a lower horizontal shaft, a, carried by the sleeve 7c and operated by a crank or handle, c. This provides for the general adjustment of the arm B, up

or down from the trunnions i', as a center of motion, to snit different heights or levels of the propelling-rail relatively with the boat, or different drafts of the latter dependent upon variations in its load, and so that the propelling-truck may be brought to connect with the rail. The power is communicated to the truck by or through a system of shafting and revolving sleeves deriving their motion from a revolving stud or shaft section, al, which has its bearing within a revolving sleeve, b', arranged within the arni'o, and which carries a bevel-pinion, c1, that is driven by a bevel-pinion, d1, on the upper jointed section of the driving-shaft f. By the arrangement of the revolving sleeve 7c around the drivng-shaftf the pivoted attachment of the frame l with its box m, by trun- The drivingl nions r, in line with the universal joint g and the bevel-gears c1 d1, provision is made for communicating rotary motion to tbe shaft-section al from the driving-shaft f, not only in various directions or changed positions of said shaft-section around the axis of the drivingshaft, but also in various angular posit-ions up or down, varying from a right angle to either an acute or obtuse one relatively' to the lower section of the driving-shaft. Such combination of devices is not here claimed separately, as the saine is made the subject, simultaneously with this, of a distinct application for Letters Patent by me for an improved mechanical movement applicable to various purposes. Its use here, however, is important to communicate power to the truck C, and to provide for the adjustment of' the latter or arm B carrying it to meet different requirements. The shaft a of the pinion t, by which the angular position of the arm B up or down is changed, may be provided with adjustable friction-disks for holding the arm from falling except when purposely lowered by rotating the pinion. Such hold of the arm also provides for slip when releasing the truck from connection with the rail, as hereinafter described. Motion is communicated to the pinion c of the truck C from the shaft-section al as follows: On the shaft-section al is a pin or driver which fits within a slot, el, in the sleeve b1, to rotate the latter and to provide for its extension. The sleeve 'b1 has another and advance slot, f1, into which `nts a pin` airanged to project from a shaft-section, g1, arranged within the sleeve b1, and forming a disconnected continuation of the shaft-section al, by which construction and arrangement not only is the shaft-section g1 rotated by the sleeve b1,but is capable of being extended, and in due course of extending the sleeve b1. The object of these extensions is to provide for the lengthening or shortening of the arm, or, in other words,to throw the truck in or out to form the connection of the truck with the rail, the distance from the point of attachment of the arm to the boat from the rail varying. Power is communicated from the shaft-section g1 to the shaft h1, on which the pinion c is arranged that gears with the rack b of the rail D, by a shaftcoupling or couplings, il il, united by a universal joint, k1, and in pin and slotted connection with the shaft h1 and shaft-section g1, so as to rotate in common therewith. Springs Z1 Z1 are arranged within the shafts or shaft-sections gl h1 to force the one coupling il outward and the other coupling l inward. The object of this sliding arrangement of the couplings 'il il under the control of springs, as described, is to provide an indicator for determining the proper sheer of the'boat A, which is regulatcd by adjustment of the tow-line or rod F forward or backward along a rail, m1, disposed on either side of the boat. Thus, when the driving-pins attached to the couplings l 'il are home under the control of the springs l1 Z1, as may be seen from the exterior, or by the positension is jointed at h2.

' tion ofcollars on the couplings, then` the sheer of the boat is as it should' be to prevent lateral crowding ofthetruck (l on the rail D in 4either direction; but when thesheer is'such as to produce lateral crowding of the truck, then the one coupling il being forced inward, or the other coupling Q31 being drawn outward, accordingly as the boat has too much o'r too little sheer, the pin or collar on the coupling so affected will indicate whether the tow-line should be moved forward o'r backward on the yboat to give the boat its proper sheer.

On the shaft h1` is a pinion, nl, gearing with a pinion, o1, fast to an upper shaft, p1, on the truck, which latter shaft may have a driving pinion or roller on it, for operation on the upper surface of the rail D, in conjunction with the pinion c, 4acting againstthe under surface of the rail. The truck C is composed, in part, of a frame, q1, the front portion r1 of which contains a box capable of' sliding up and down `within it, and having attached the beam or piece s1, that is fitted loosely on the end of the shaft p1, and carries at its ends the rollers d d,

j which bear down and run upon the upper surface of the rail, the forward end of the shaft j p1 having its bearing withinthe sliding box. Stops or projections on the sliding box and sliding box or beam s1 carried thereby with the upper part of the forward portion r1 of the frame g1, subject to theinterposition of a spring, u1, and adjusting-screws o1 o1, to regulate the pressure of the rollers d d on the rail, and to provide for the rollers traveling over irregularities in the surface of the rail.

rlhe extension or contraction of the arm B is eEected by a sliding-rack, c2, fast to the' outer end of the shaft g1, or arranged between said end and a collar on the inner coupling il, and operated by apinion, b?, on turning a wheel, c2, the rack a2 being arranged on one side of the tubular arm o, and fitted to slide in or out upon said arm. The mere extension and contraction of the arm B, however, with its horizontal swing or adjustment, and change in its angular position up or down, as hereinbefore described, would fail to adjust the truck C to its proper position on the rail, were it not that the truck is made capable of an independent adjustment up and down, as well as horizontally from the joint k1 as a center of' motion.

l This is effected by a windlass, d2, carried by or connected with the sliding-rack a2 and the rope or chain c2, which is arranged to pull upon a spring-box, f2,`carried by a rocking extension, g2, of the upright p, to which said ex- A bail or rod, i2, connects the frame of the truck C with the springbox f2, so that, according to the direction in which the windlass d2 is turned, the truck may be independently adjusted up or down from .the joint k1 as a center to bring' it or its propelling and guiding devices square upon the rail, the joint k1 also providing for any horizontal adjustment that may be necessary, as well as for folding the truck sidewise, and in relation with the remainder of the arm B when swinging the arm within the boat, so that there will be no projection of the truck beyond the boat 5 and increased compactness is given to the arm when thus drawn in. A friction-disk, v2, on the windlass, serves to hold the truck (l at its vertical adjustment from the joint k1 as a center of motion; while the spring-box]c2 insures an elastic hold or support of it, and provides for its self-adjustment to meet irregularities in the levelof the rail D. The horlzontal adjustment or lateral f'olding of the truck is effected i by or through a pulley, k2, on a vertical shaft, carried by the tubular arm o, and having a pinion, Z2, which gears with a wheel, 'm2, that is eccentricall y connected, by a rod, n2, with the one sideof the truck by atwo-mof-ion joint. The pul- .leys k2 and may both be operated automatically by the, engine from a pulley, 02, on the upper section. of the driving' shaft f as a prime mover, or otherwise, whenever the truck is released, by the flexing of the toggle-joint t1 t1 from connection with the rail D, so that the arm B will be swung within the boat and the truck O be folded out of the way, and the boat may be run into a lock by the momentum in the direction it has received by the action of the engine, as it were, and without special steering, a helm and helmsman being unnecessary. To thus disconnect the truck from the rail and make the boat direct itself into the lock the rail has arranged upon it a sloping guide or guard, K, against which a projection, q2, on the toggle-joint t1 t1, strikes and causes said joints to be flexed as required. The toggle-joint 151.151 is flexed or straightenedby hand as needed to establish bite with or release from the rail by a lever r2, in slotted connection with a sliding rod,s which works through the upright n and rocking piece g2, and is connect ed with the truck and toggle-joint by a sliding bar, t2, attached to the sliding rod s2 by a universal-joint coupling piece, u2, to provide for the vertical and horizontal adjustment of the truck, as hereinbefore described. The engine and propelling mechanism Vcarried by the arm B may, if desired, be kept running after the disconnection of the truck from the rail.

What is here claimed, and desired to be secured by Letters Patent, is

l. The rail D, constructed of double V-form, toothed at its lower angle, and to present a smooth upper angle, in combination with the longitudinal timbers H and supports Gr, the whole being arranged in relation with the canal, substantially as specied.

2. rlhe jointed arm B, provided with a universal joint, k1, in combination with the truck C, substantially as specified.

3. rlhe toggle-joint t1 t1, in combination with the beams]L and rollers dd. l

4. The combination of the spring u1 and adjusting-screws @l ful with the toggle-joints t1 t1, the beam s1, and rollers d d, or their equivalents, substantially as specified.

5. The truck G, provided with upper clamping-shaft p1 and lower propelling-shaft h1 and pinion c, in combination with the rails D, constructed and arranged for operation, essentially as described.

6. The projection q2 from' the toggle-joint t1 t1 ofthe truck, in combination with the guide or guard K, essentially as specified.

7. The Windlass d?, with its friction-disk o2 and rope or chain e2, in combination with the spring-boxfz, the rod or connection i2, the rocking-support g2, the truck C, and universal joint k 8. The combination of the rocking support g2, the sliding rods s2 t2, the universal joints u2 kl with the truck C, substantially as speciiied.

9. The Wheel m2 and eccentrically-attaehed rod u2, in' combination With the truck (l and universal joints uzjlcl.

10. The indicating-couplings il @"1 and. universal joint k1, in combination with. the truck G and adjustable tow-line F, substantially as specified.

11. The rack a2 and pinion b2, in combination with the telescopic sleeve b1, the sh aft-sections a] g1, the indicating-couplings i1 il, and truck C of the arm B, essentially as described.

l2. The adjustable tow-line F, in combination with the rail m1 and the truck C, as set forth. v

13. The jointed telescopic arm B, with its attached. truck C, adjustable horizontally around the driving-shaftf as a. center of motion, and up or down in angular relation with said shaft, substantially as specified.

14. The combination of the universal joint k1, the truck C, the revolving shaft-sections g1 al, the telescopic sleeve b1, the bevel-gear cdl, the box m, the frame I supported on trunnions r, the revolving sleeve k, andthe driving-shaft f having a universal joint, q, substantially as specified.

H. H. BAKER.

Witnesses:

' HENRY T. BROWN,

FRED. HAYNEs. 

